David hoit



No. 292,166. Patented Jan'. 22, 1884.

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UNITED STATES.

PATENT ()FFICE.

DAVID HOIT, or WEST ALBANY, ASSIGNOR or ONE-HALF TO CHARLES R.

, HIoKs, or TROY, NEW YORK.

SPRING-BUFFER.

SPECIFICATION forming part of Letters Patent No. 292,166, dated January 22 1884.

Application filed J'nne4, 1983. (No model.) v

T on whom, it may concern Be it known that I, DAVID HOIT, of West Albany, county of Albany and State of New York, have invented a new and useful Improvement in Rail-Oar Spring-Buffers, of

which the following is a specification.

My invention relates to that class of appliances which are projected out horizontally from the end platforms or end sills of rail-cars to receive, in connection with the draw-head spring, the force of concussion produced by the cars coming in contact with each other, when being backed-up for connection.

As cars have usually been made bufferblocks were projected from the buffer end sill on each side of the draw-head, and a spring was arranged on the latter to take up and appropriate aportion of the contact force, before the abutting ends of the buffer-blocks came together when the cars were being coupled. Where, in older devices of this class, buffersprings have been used and attached so as to operate from the end sill, a single spring was placed centrally at each end of the car above the draw-head, and the spring-rod of each of said springs (to the outer ends of which rods the buffer-plates attach) were on their inner ends connected to a pivoted angular turn-le-' ver, and the latter to the draw-head, the angular turn -levers being also connected by means of an end slotted bar or rod. In this device the spring at each end of the car, and the draw-head over which it was placed, were constructed and combined to operate together by means of an angular lever and connectingrod, and no stop was used on the spring-rod to localize the action of the spring. In another class of older devices, two steel tubes were used to. produce the sides of the truck-frame, to which the axle-boxes attach, with the car attached to the tubes, within which tubes spiral springs were arranged to operate in connection with pistons and bumper-plates on the outer ends of the latter, but which, as thus constructed, did not operate from the end sill, and consequently could not receive and dis tribute the momentum of impact in the same manner as when my invention is employed.

The object and purpose of my improvement is to construct and apply springs in place of The several parts of my invention, and those 109 the bufi'er-blocks, and thus transfer this me- V truck-frame, and to which the car and the axleboxes attach. When the spring employed to take up in part the momentum produced by the abutting car ends is arranged on the drawhead, and the latter abuts against an offset downwardly projected from the car-bottom, the strain upon the parts is not so well sustained as when it is exerted against the abutting ends of the floor-timbers from the connected end sills and buffer-sills, whereon I construct and arrange the springs; and what is true as regards the draw-head in these respects, is equally true, from the same O?l.-l 1S8S,Wh6ll buffersprings are placed in tubes that form the sides of the truck-frame to which the cars and axleboxes attach.

In the accompanying drawings, forming a part of this specification, there are shown three figures illustrating my invention, and in all of which the same. designation of parts by letterreference is used.

Figure 1 illustrates, in a horizontal section, one half of the buffer-sill, one set of the buffersprings, and a plan view of the other half of the buffer-sill, one of the buffer-springs, the end sill proper, the draw-head, and parts of P the floor-timbers of the car where they connect with the end sill proper. Fig. 2 shows an end elevation of the car in part, the bufiersill, buffer-springs, draw-head, and the hanger on which the latter works; it shows, also, that part of the car side where adjacent to the end. Fig. 8 illustrates in a side elevation the end sill proper, the buffer-sill, buffer-spring, drawhead, and the hanger-guide in which the latter works; also a part of the car side-where adjacent to the end.

parts of the car with which the former connects, are designated by letter-reference, and their function explained as follows:

The letters B B indicate two swing-boxes, arranged at each end of the car, and which are firmly secured to and so as to project outwardly from the butter end sill S.

The letter D designates the end sill proper, and to which the buii'er-sill is firmly secured.

The draw-head is indicated at E, and the pendent guide in which it moves back and forth is designated at H.

The letter S designates a helical spring, ar 'anged within the interior R of the springboxes 13, and I indicates a rod, which is attached at its outer end to the buffer-plate P, and at its inner end constructed with the stopnnt 11.

The letter a designates a guideway formed within the springbox B, for the horizontal passage of the red I and 0 indicates a passageway for-the end of said rod, as it and the attached plate 1 are moved outwardly and inwardly in the guideway a.

The letter O designates the front end of the car, J that part of the side of the car adjacent to the end, and T T T the floor-timbers of the car where they connect with the end sill proper.

The letter 11* designates an interiorly-placed auxiliary spring, which may be applied in connection with the outer spring, :5, if desired, and at a there is indicated an annular sink or recess formed 011 the inner face of the plate P to receive the end of the spring The operation of the parts thus constructed is as follows: \Vhen the cars of a train are hacked to connect with one or more at rest, the impact or contact between those in motion and that which is stationary occurs when the buffer-plates l 1 upon the end of each car come together. By this impact the bufl'erplates 1 1 and attached guide-rods I are moved back against the elastic force of the springs S", of which, with such impact, there are four of these springs brought into action-- two upon the end of the approaching car, and

two on the end of the car which is stationary.

duced are in part due to the better location of the spring take-up action, and the opportunity which the change of location gives to donble this take-up capacity of the springs and thus apply it at two points, one on each side of and above the draw-head, instead of one on the latter, or where applied to a butter-spring arranged centrally on the end sill above the draw-head and constructed to connect to and operate with the draw-head.

I have shown two spiral springs, one within the other, in connection with one bui'ienplate and spring-rod with each of the said springs, having their seat in the same plane, being well aware of the fact that two springs, one arranged within the other, with seats of differing depths, have been patented.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is

In a rail-ear buil'er, the combination, with the buffer-sill formed with a chamber, 0, as shown, oi the spring-buffers arranged as stated, and consisting of the spring-box 13, having its rear face chambered, as shown, and formed with the guideway a projected outwardly and adapted to admit the passage of a bolt, the buffer-plate 1, the bolt 1, and interposed spring or springs, the whole arranged and combined to operate substantially rs described.

DAVII) HOIT.

\Vitnesscs:

CHARLES S. BRIXTXALL, DAVID Min. 

